Control method for aerodynamic brake device

ABSTRACT

A control method for an aerodynamic brake device which can reduce a speed of a vehicle efficiently without affecting riding comfort or a vehicle is provided. A control method for an aerodynamic brake device includes at least aerodynamic brake plates provided in the front in the advancing direction of a railway vehicle from a center part of vehicles, driving portions and a brake controller for controlling advancing operations of the aerodynamic brake plates, and a speedometer for detecting a speed of the railway vehicle. The aerodynamic brake device controls the advancing operations of the aerodynamic brake plates in accordance with the speed of the railway vehicle by the speedometer.

TECHNICAL FIELD

The present invention relates to a control method for an aerodynamicbrake device used for reducing a speed of a railway vehicle duringrunning.

BACKGROUND ART

An increase in speed of a railway vehicle has progressed in recentyears, and various brake devices have been researched and developed forreducing a speed of the railway vehicle. For example, Patent Literature1 discloses an aerodynamic brake device for a railway vehicle which isless affected by a wind pressure regardless of a running direction whenan aerodynamic brake plate is extended.

In the aerodynamic brake device described in Patent Literature 1, in anaerodynamic brake device for generating a braking force by extending anaerodynamic brake plate, a linear guide rail mounted and fixed to avehicle body and extending in a vertical plane orthogonal to anadvancing direction of the vehicle, a linear guide block disposed on theaerodynamic brake plate and slidably engaged with the linear guide rail,and extending means provided between the aerodynamic brake plate and thevehicle body and protruding and extending the aerodynamic brake plate tothe outside above or side of the vehicle body.

CITATION LIST Patent Literature

[Patent Literature 1] Japanese Patent Laid-Open No. 2003-002194

SUMMARY OF INVENTION Technical Problem

However, the aerodynamic brake device described in Patent Literature 1is provided only on one end side of one vehicle (See FIG. 1 in PatentLiterature 1). Moreover, in general, a vehicle does not advance only inone direction but when it reciprocates, the opposite direction becomesan advancing direction. In the aerodynamic brake device described inPatent Literature 1, it is described that the vehicle is less affectedby a wind pressure regardless of the running direction, but the inventorfound that, if the aerodynamic brake device is provided in the rear inthe advancing direction from the center part in one vehicle, theaerodynamic brake device gives a bad influence on a riding comfort aswill be described later.

Moreover, the aerodynamic brake device described in Patent Literature 1operates the aerodynamic brake device at the same time, and it was alsofound that there is a room for improvement in a control method for theaerodynamic brake device from the viewpoint of an air flow around avehicle formation and from the viewpoint of an influence and the likegiven to a behavior of the vehicle formation.

The present invention has an object to provide a control method for anaerodynamic brake device which can reduce a speed of a vehicleefficiently without badly affecting a riding comfort or a vehicleformation.

Solution to Problem

(1) A control method for an aerodynamic brake device according to oneaspect is a control method for an aerodynamic brake device forcontrolling an operation of an aerodynamic brake plate provided in thefront in an advancing direction of a formation from a center part of apart or the whole of vehicles of a formation composed of a plurality ofvehicles and includes a step of detecting a speed of the formation and astep of determining an operation of the aerodynamic brake plate inaccordance with a deceleration degree generated by the aerodynamic brakedevice and the speed of the formation.

In the control method for an aerodynamic brake device, a controllercontrols the operation of the aerodynamic brake plate provided in thefront in the advancing direction of the vehicle from the center part ofthe vehicle.

In this case, since the aerodynamic brake plate is provided in the frontin the advancing direction of the vehicle from the center part of eachvehicle, regardless of the shape of the vehicle (particularly the shapeof the first vehicle), an air flow can be received the strongest by theaerodynamic brake plate. As a result, performances of the aerodynamicbrake plate can be utilized at the maximum. Moreover, since theaerodynamic brake plate is provided in the front in the advancingdirection of the vehicle from the center part of each vehicle, vibrationgiven to the vehicle can be reduced, and thus, a bad influence on ariding comfort of a passenger in the vehicle can be prevented.Furthermore, since the operation of the aerodynamic brake plate isdetermined in accordance with the deceleration degree generated by theaerodynamic brake device and the speed of the formation, the speed ofthe formation can be reduced efficiently without giving a bad influenceon the formation.

(2) The operation of the aerodynamic brake plate may include controlsuch that the aerodynamic brake plate of the first vehicle has a largeradvancing area than that of the aerodynamic brake plate of the secondvehicle in the front in the advancing direction of the first vehicle.

In this case, since the protruding area (projected area of theaerodynamic brake plate when seen from the front of the formation) ofthe aerodynamic brake plate increases from the front to the rear of theadvancing direction of the formation, the aerodynamic brake plate in therear in the advancing direction is subjected to less influence on thebasis of a change in the air flow caused by the aerodynamic brake platein the front in the advancing direction, and the performances of theaerodynamic brake plate can be exerted efficiently including itsresponsiveness.

(3) The operation of the aerodynamic brake plate may include control ofadvancing the aerodynamic brake plate of the first vehicle after theadvance of the aerodynamic brake plate of the second vehicle in thefront in the advancing direction of the first vehicle is started.

In this case, since the aerodynamic brake plate is advanced with a timedifference to the rear from the advancing direction of the formation andthe braking force can be generated gradually, though the responsivenessof the brake is somewhat deteriorated, a bad influence on the ridingcomfort or the behavior of the formation can be eliminated.

(4) The operation of the aerodynamic brake plate may include control ofadvancing the aerodynamic brake plate of the first vehicle after theadvance of the aerodynamic brake plate of the second vehicle in the rearin the advancing direction of the first vehicle is started.

In this case, since the braking force is generated from the rear in theadvancing direction to the front in the advancing direction with a timedifference, though the responsiveness of the brake is somewhatdeteriorated, a bad influence on the behavior of the formation can beprevented even if the deceleration degree is large.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a schematic side view illustrating an example of a railwayvehicle according to an embodiment of the present invention.

FIG. 2 is a schematic diagram illustrating an example of a configurationof a railway vehicle.

FIG. 3 is an enlarged side view illustrating a part of the railwayvehicle in FIG. 1.

FIG. 4 is a schematic diagram for explaining an operation of anaerodynamic brake plate in the railway vehicle.

FIG. 5 is a schematic diagram for explaining an operation of theaerodynamic brake plate in the railway vehicle.

FIG. 6 is a flowchart illustrating an example of an operation of a brakecontroller.

FIG. 7 is a schematic operation diagram illustrating an example of acontrol system in processing at Step S5 in FIG. 6.

FIG. 8 is a schematic operation diagram illustrating an example of thecontrol system in processing at Step S5 in FIG. 6.

FIG. 9 is a schematic operation diagram illustrating an example of thecontrol system in processing at Step S7 in FIG. 6.

FIG. 10 is a schematic operation diagram illustrating an example of thecontrol system in processing at Step S7 in FIG. 6.

FIG. 11 is a schematic diagram if an aerodynamic brake plate is providedin the front in an advancing direction from a center part of a vehicle.

FIG. 12 is a schematic diagram if the aerodynamic brake plate isprovided at the center part of the vehicle.

FIG. 13 is a schematic diagram if the aerodynamic brake plate isprovided in a direction opposite to the advancing direction from thecenter part of the vehicle.

FIG. 14 is a schematic diagram illustrating a result by CFD analysis.

FIG. 15 is a schematic diagram illustrating a result by CFD analysis.

FIG. 16 is a schematic diagram illustrating a result by CFD analysis.

FIG. 17 is a schematic side view illustrating another example of theaerodynamic brake device of the railway vehicle.

FIG. 18 is a schematic side view illustrating still another example ofthe aerodynamic brake device of the railway vehicle.

FIG. 19 is a schematic side view illustrating still another example ofthe aerodynamic brake device of the railway vehicle.

FIG. 20 is a schematic side view illustrating still another example ofthe aerodynamic brake device of the railway vehicle.

FIG. 21 is a schematic side view illustrating still another example ofthe aerodynamic brake device of the railway vehicle.

REFERENCE SIGNS LIST

100 railway vehicle

201 to 208 vehicle

211 to 216 coupler

301 to 308 aerodynamic brake plate

401 to 408 aerodynamic brake plate

500 brake controller

501 to 508, 601 to 608 driving portion

550 aerodynamic brake device

560 speedometer

H1 advancing direction

DESCRIPTION OF EMBODIMENT

An embodiment according to the present invention will be described belowby using the attached drawings.

Embodiment

FIG. 1 is a schematic side view illustrating an example of a railwayvehicle 100 according to an embodiment of the present invention.

As illustrated in FIG. 1, the railway vehicle 100 is a formation ofvehicles running on a rail L and is composed of 8 vehicles, that is, avehicle 201 to a vehicle 208. The vehicle 201 to the vehicle 208 arecoupled by couplers 211 to 217, respectively.

In this embodiment, unless so explained, the railway vehicle 100 isassumed to run in an advancing direction H1 on the rail L in thedescription. Therefore, the first vehicle in the railway vehicle 100 isthe vehicle 201, and the last vehicle is the vehicle 208.

(Configuration Explanation)

Subsequently, a configuration of the railway vehicle 100 will bedescribed. FIG. 2 is a schematic diagram illustrating an example of theconfiguration of the railway vehicle 100 and FIG. 3 is an enlarged sideview illustrating a part of the railway vehicle 100 in FIG. 1.

As illustrated in FIG. 2, the railway vehicle 100 includes a brakecontroller 500 for calculating a brake force on the basis of aninstruction of a deceleration degree or the like mainly from a highersystem, a regenerative/dynamic brake device 530 utilizing a poweringmotor, a disk brake device 540 using a pneumatic cylinder as a powersource and generating a brake force by sandwiching a brake disk by abrake caliper through a brake pad, an aerodynamic brake device 550utilizing aerodynamic resistance, and a powering motor, not shown.Moreover, the brake controller 500 has a speedometer 560 for recognizinga vehicle speed of the railway vehicle 100.

In this embodiment, it is assumed that the brake controller 500 has thespeedometer 560, but that is not limiting, and the vehicle speed may berecognized on the basis of a speed signal from a higher system of thevehicle, not shown, or a method of independently recognizing the vehiclespeed by detecting a revolution speed of a vehicle's wheel by a sensor,not shown, may be used.

For example, during ordinary running, the brake controller 500 operatesthe regenerative/dynamic brake device 530 and the aerodynamic brakedevice 550 if the speed of the railway vehicle 100 running at a highspeed is to be reduced.

Then, the brake controller 500 operates only the regenerative/dynamicbrake device 530 when the speed of the railway vehicle 100 has fallen toa predetermined high speed.

Moreover, the brake controller 500 operates only the disk brake device540 using compressed air if the railway vehicle 100 at a low speed is tobe stopped.

On the other hand, if sudden braking is applied in emergency such asentry of a person into a rail track, the brake controller 500 operatesall of the regenerative/dynamic brake device 530, the aerodynamic brakedevice 550, and the disk brake device 540 using compressed air asnecessary.

As illustrated in FIG. 2, the aerodynamic brake device 550 is providedwith driving portions 501 to 508 and 601 to 608 and aerodynamic brakeplates 301 to 308 and 401 to 408. The driving portions 501 to 508 and601 to 608 have a pneumatic driving source.

In this embodiment, the driving portions 501 to 508 and 601 to 608 areassumed to use a driving source using a pneumatic pressure but that isnot limiting, and a driving source using an electric motor, a fluidpressure such as an oil pressure, a driving source using an explosiveforce by gunpowder and the like or any other arbitrary devices can beapplied.

Subsequently, as illustrated in FIG. 3, in this embodiment, the drivingportion 501 and the aerodynamic brake plate 301 are provided on theadvancing direction H1 side of the vehicle 201, and the driving portion601 and the aerodynamic brake plate 401 are provided on the −H1 sideopposite to the advancing direction H1 of the vehicle 201. Theaerodynamic brake plates 301 and 401 are built in the vehicle 201 andare constructed to protrude to the outside of the vehicle 201 in anadvancing operation. That is, the aerodynamic brake plates 301 to 308and the aerodynamic brake plates 401 to 408 are arranged in a state notprotruding to the outside of the vehicle when seen from the front of theformation so that they are not subjected to air resistance duringordinary running.

Similarly, the driving portion 502 and the aerodynamic brake plate 302are provided on the advancing direction H1 side of the vehicle 202, andthe driving portion 602 and the aerodynamic brake plate 402 are providedon the −H1 side opposite to the advancing direction H1 of the vehicle202.

Moreover, as illustrated in FIG. 3, the driving portion 501 drivesadvancing and retreating operations of the aerodynamic brake plate 301on the basis of an instruction of the brake controller 500. Moreover,the driving portion 601 drives the advancing and retreating operationsof the aerodynamic brake plate 401 on the basis of the instruction ofthe brake controller 500.

Similarly, the driving portion 503 drives the advancing and retreatingoperations of the aerodynamic brake plate 303 on the basis of theinstruction of the brake controller 500 and the driving portion 603drives the advancing and retreating operations of the aerodynamic brakeplate 403 on the basis of the instruction of the brake controller 500.

Subsequently, FIGS. 4 and 5 are schematic diagrams for explainingoperations of the aerodynamic brake plates 301 to 308 and theaerodynamic brake plates 401 to 408 in the railway vehicle 100. Here,only the operations will be described, and the reasons thereof will bedescribed in FIGS. 11 to 16.

First, as illustrated in FIG. 4, if the railway vehicle 100 runs in theadvancing direction H1, the brake controller 500 gives an instruction tothe driving portion 501 in order to advance the aerodynamic brake plate301 located on the advancing direction H1 side from the center part ofthe vehicle 201 of the railway vehicle 100. Similarly, the brakecontroller 500 gives an instruction to the driving portions 502 to 508also in the vehicles 202 to 208 so as to advance the aerodynamic brakeplates 302 to 308.

On the other hand, if the railway vehicle 100 runs in the direction −H1opposite to the advancing direction H1 as illustrated in FIG. 5, thebrake controller 500 gives an instruction to the driving portion 601 ofthe vehicle 201 of the railway vehicle 100 so as to advance theaerodynamic brake plate 401. Similarly, the brake controller 500 givesan instruction to the driving portions 602 to 608 in the vehicles 202 to208 so as to advance the aerodynamic brake plates 402 to 408.

Subsequently, FIG. 6 is a flowchart illustrating an example of theoperation of the brake controller 500.

First, the brake controller 500 obtains vehicle formation information (Nvehicles) (Step S1). That is, in the railway vehicle 100, if N in thevehicle formation information becomes large, a large brake force isrequired in order to obtain the same deceleration degree. In the vehicleformation information (N vehicles), the number of vehicles on which theaerodynamic brake plates 301 to 308 and the aerodynamic brake plates 401to 408 are mounted is also included, and this information is used fordetermining how much of the brake force is borne by each of theaerodynamic brake plates 301 to 308 and the aerodynamic brake plates 401to 408.

Subsequently, the brake controller 500 determines if a brakinginstruction has been received or not (Step S2). The braking instructionis based on a brake operation by an operator of the railway vehicle 100,for example, and includes a targeted deceleration degree of the entireformation. If it is determined that a braking instruction has not beenreceived, the brake controller 500 repeats the processing at Step S2.

Subsequently, if it is determined that a brake instruction has beenreceived, the brake controller 500 obtains a speed of the railwayvehicle 100 from the speedometer 560 (Step S3). Here, the speedometer560 measures a speed with respect to the advancing direction H1. Thebrake controller 500 obtains the speed from the speedometer 560.

In this embodiment, the brake controller 500 continuously obtains avehicle speed if a braking instruction is received and utilizes it forselection of the control system, but that is not limiting, and thevehicle speed may be a speed immediately before or immediately after thebraking instruction is received.

Subsequently, the brake controller 500 calculates a braking force forstopping the railway vehicle 100 from the braking instruction includingthe deceleration degree of the entire formation, the vehicle formationinformation (N vehicles) and the vehicle speed and determines whetherthe calculated braking force is not less than a predetermined value ornot (Step S4). Here, the predetermined value is a threshold value fordetermining whether it is likely that the vehicle or the coupler of thevehicle or the like is affected or not.

In the above-described calculation process of the braking force, thebraking forces generated by the regenerative/dynamic brake device 530,the disk brake device 540, and the pneumatic brake device 550,respectively, are also determined.

If it is determined that the braking force is not less than thepredetermined value (Yes at Step S4), the brake controller 500 selectsthe control system (Step S5).

Specifically, the brake controller 500 selects the control system (eachbrake device and its control method or a combination thereof) from atable determined in advance in accordance with the value of thecalculated braking force.

FIGS. 7 and 8 are schematic operation diagrams illustrating an exampleof the control system in the processing at Step S5 in FIG. 6.

As illustrated in FIGS. 7( a) to 7(d) and 8(e) to 8(g), if the railwayvehicle 100 is running in the advancing direction H1, it is assumed thata control system is selected in which the pneumatic brake device 550 asa brake device, and a control method of performing the advancingoperation in the order of the aerodynamic brake plates 308, 307, 306,305, 304, 303, 302, and 301 are used from the vehicle 208 to the vehicle201.

As a result, as illustrated in FIGS. 7( a) to 7(d) and FIGS. 8( e) to8(g), the brake controller 500 sequentially gives instructions from thelast vehicle to the first vehicle of the railway vehicle 100 in theorder of the driving portion 508 of the vehicle 208, the driving portion507 of the vehicle 207, the driving portion 506 of the vehicle 206, thedriving portion 505 of the vehicle 205, the driving portion 504 of thevehicle 204, the driving portion 503 of the vehicle 203, the drivingportion 502 of the vehicle 202, and the driving portion 501 of thevehicle 201 (See Step S6 in FIG. 6). As a result, the aerodynamic brakeplates 308, 307, 306, 305, 304, 303, 302, and 301 sequentially performthe advancing operation.

In the above-described embodiment, it is assumed that all of theaerodynamic brake plates 301 to 308 sequentially perform the advancingoperation, but that is not limiting, and one or a plurality of theaerodynamic brake plates 301 to 308 may perform the advancing operation,such control may be made that advancing operation start timing by thedriving portions 501 to 508 is controlled simultaneously and theadvancing speed is sequentially slowed in the order of the aerodynamicbrake plates 308 to 301 and moreover, a predetermined number ofaerodynamic brake plates are grouped as one set (those in a set operateat the same time), and such control may be made that each setsequentially performs the advancing operation. As a result, though thebraking force or responsiveness is somewhat poorer than a control methodwhich will be described later, the braking force is sequentially appliedfrom the last vehicle to the first vehicle if the railway vehicle 100 isrunning at a high speed or has a long formation, and a bad influence onthe behavior of the formation can be prevented.

On the other hand, in the processing at Step S4 in FIG. 6, if it isdetermined that the braking force is not more than the predeterminedvalue (No at Step S4), the brake controller 500 selects a control system(Step S7).

Specifically, the brake controller 500 selects a control system (eachbrake device and a control method thereof or a combination thereof) fromtable data determined in advance in accordance with the value of thecalculated braking force.

FIGS. 9 and 10 are schematic operation diagrams illustrating an exampleof a control system in the processing at Step S7 in FIG. 6.

As illustrated in FIGS. 9( a) to 9(d) and FIGS. 9( e) to 9(g), if therailway vehicle 100 is running in the advancing direction H1, it isassumed that a control system is selected in which the pneumatic brakedevice 550 as the brake device and the control system of performing theadvancing operation in the order of the aerodynamic brake plates 301 to308 from the vehicle 201 to the vehicle 208 as a control method areused.

As a result, as illustrated in FIGS. 9( a) to 9(d) and FIGS. 10( e) to10(g), the brake controller 500 sequentially gives instructions from thefirst vehicle to the last vehicle of the railway vehicle 100 in theorder of the driving portion 501 of the vehicle 201, the driving portion502 of the vehicle 202, the driving portion 503 of the vehicle 203, thedriving portion 504 of the vehicle 204, the driving portion 505 of thevehicle 205, the driving portion 506 of the vehicle 206, the drivingportion 507 of the vehicle 207, and the driving portion 508 of thevehicle 208 (See Step S8 in FIG. 6). As a result, the aerodynamic brakeplates 301 to 308 sequentially perform the advancing operation.

In the above-described embodiment, it is assumed that all of theaerodynamic brake plates 301 to 308 sequentially perform the advancingoperation, but that is not limiting, and one or a plurality of theaerodynamic brake plates 301 to 308 may perform the advancing operation,such control may be made that advancing operation start timing by thedriving portions 501 to 508 is controlled simultaneously and theadvancing speed is sequentially slowed in the order of the aerodynamicbrake plates 301 to 308 and moreover, a predetermined number ofaerodynamic brake plates are grouped as one set (those in a set operateat the same time), and such control may be made that each setsequentially performs the advancing operation. As a result, the brakingforce is sequentially applied from the first vehicle to the last vehicleof the railway vehicle 100, and a desired deceleration degree can beobtained early while rapid deceleration is avoided, and the railwayvehicle 100 can be reliably decelerated.

Lastly, as illustrated in FIG. 6, the brake controller 500 determineswhether the railway vehicle 100 is at a speed not more than apredetermined value or not (Step S9). Here, the speed of thepredetermined value may be a speed at which the vehicle can be stoppedwithin a predetermined distance only by the regenerative/dynamic brakedevice 530 and the disk brake device 540 or may be a substantially orfully stop speed (0 km/h).

If it is determined that the speed of the railway vehicle 100 exceeds aspeed of a predetermined value, the brake controller 500 repeats theprocessing from Step S3 again (No at Step S9). On the other hand, if itis determined that the speed of the railway vehicle 100 is not more thanthe speed of the predetermined value, the processing is finished (Yes atStep S9).

In the above-described embodiment, only the aerodynamic brake device 550is described in selection of the control system at Steps S5 and S7 inFIG. 4, but the regenerative/dynamic brake device 530 and the disk brakedevice 540 may be arbitrarily combined with the aerodynamic brake device550 and operated.

Moreover, the case in which the aerodynamic brake device 550 is operateduntil the vehicle speed of the railway vehicle 100 reaches the speed notmore than the predetermined value is described, but that is notlimiting, and the aerodynamic brake device 550 may be operated only forpredetermined time or the aerodynamic brake device 550 may be operatedintermittently.

Furthermore, in the control system at Step S7 in FIG. 4, if the vehicleformation information (N vehicles) is one vehicle and the vehicle speedof the railway vehicle 100 is 30 km/h, for example, since the railwayvehicle 100 can be sufficiently stopped only by the regenerative/dynamicbrake device 530 and the disk brake device 540, table data that thebrake controller 500 does not give an instruction to the aerodynamicbrake device 550 is also included.

(CFD (Computational Fluid Dynamics) Data)

Subsequently, FIG. 11 is a schematic diagram of a case in which theaerodynamic brake plate 301 is provided in the front in the advancingdirection from the center part of the vehicle 201, FIG. 12 is aschematic diagram of a case in which the aerodynamic brake plate 301 isprovided at the center part of the vehicle 201, and FIG. 13 is aschematic diagram of a case in which the aerodynamic brake plate 301 isprovided in the direction opposite to the advancing direction from thecenter part of the vehicle 201.

Moreover, FIGS. 14 to 16 are schematic diagrams illustrating results byCFD analysis. The vertical axes in FIGS. 14 to 16 indicate an airresistance force (kN) and the horizontal axes indicate time (ms).

Lines in FIGS. 14 to 16 indicate a resultant force of a force on theresistance side applied on the aerodynamic brake plate 301 (forceapplied on the surface in the advancing direction H1) and a force on thedetachment side (force applied on the back surface in the advancingdirection H1).

First, as illustrated in FIG. 16, if the aerodynamic brake plate 301 isprovided in the direction opposite to the advancing direction from thecenter part of the vehicle 201, the resultant force applied on theaerodynamic brake plate 301 largely fluctuates vertically at a positionof 900 ms on the time axis (horizontal axis). This fluctuation in theresultant force applied on the aerodynamic brake plate 301 indicatesthat the vehicle 201 is vibrated. As a result, a bad influence is givento riding comfort and moreover, as the result of wasteful consumption ofenergy obtained from air resistance by the vibration, the effect of theaerodynamic brake plate 301 cannot be expected to the maximum.

On the other hand, as illustrated in FIGS. 14 and 15, if the aerodynamicbrake plate 301 is provided in the front in the advancing direction fromthe center part of the vehicle 201, less change is found in theresultant force applied on the aerodynamic brake plate 301. As a result,the energy obtained from air resistance is effectively utilized, and itis known that the vehicle 201 can be efficiently decelerated by theaerodynamic brake plate 301.

As described above, in the brake controller 500 according to thisembodiment, since each of the aerodynamic brake plates 301 to 308 isprovided in the front in the advancing direction H1 of the vehicle fromthe center part of each of the vehicles 201 to 208 of the railwayvehicle 100, if the railway vehicle is running in the advancingdirection H1, the air flow can be received the strongest in theaerodynamic brake plates 301 to 308. As a result, the brake forcegenerated in the aerodynamic brake plates 301 to 308 can be efficientlyutilized.

Similarly, since each of the aerodynamic brake plates 401 to 408 isprovided in the direction −H1 opposite to the advancing direction H1 ofthe vehicle from the center part of each of the vehicles 201 to 208 ofthe railway vehicle 100, if the railway vehicle is running in thedirection −H1 opposite to the advancing direction H1, the air flow canbe received the strongest in aerodynamic brake plates 401 d to 408 d. Asa result, performances of the aerodynamic brake plates 401 to 408 can beefficiently utilized.

Moreover, since the vibration given to each of the vehicles 201 to 208can be reduced, a bad influence on riding comfort of passengers in eachof the vehicles 201 to 208 can be prevented.

OTHER EXAMPLES

Subsequently, other examples of the aerodynamic brake device 550 of therailway vehicle 100 will be described. FIG. 17 is a schematic side viewillustrating another example of the aerodynamic brake device 550 of therailway vehicle 100, and FIG. 18 is a schematic side view illustratingstill another example of the aerodynamic brake device 550 of the railwayvehicle 100.

First, as illustrated in FIG. 17, an aerodynamic brake device 550 a in arailway vehicle 100 a is provided with aerodynamic brake plates 301 a to308 a and aerodynamic brake plates 401 a to 408 a.

As illustrated in FIG. 17, the aerodynamic brake plate 308 a is providedso as to perform the advancing operation larger than any of theaerodynamic brake plates 301 a to 307 a. For example, the length of theaerodynamic brake plate 308 a may be longer or an advancing/retreatingamount may be adjusted so as to advance/retreat the longest by thedriving portion 508.

The aerodynamic brake plate 307 a is provided longer than any of theaerodynamic brake plates 301 a to 306 a. As described above, theaerodynamic brake plates 301 a to 306 a are provided so that the lengthof the aerodynamic brake plate becomes longer sequentially in the orderof the aerodynamic brake plates 301 a to 306 a, and the uppermost pointsof a state where the aerodynamic brake plates 301 a to 308 a areadvanced have a relationship of a straight line ST.

Similarly, as illustrated in FIG. 17, the aerodynamic brake plate 401 ais provided longer than any of the aerodynamic brake plates 402 a to 408a. Then, the aerodynamic brake plate 402 a is provided longer than anyof the aerodynamic brake plates 403 a to 408 a. As described above, theaerodynamic brake plates 401 a to 408 a are provided so that the lengthsof the aerodynamic brake plates 401 a to 408 a become shortersequentially in the order of the aerodynamic brake plates 401 a to 408a.

On the other hand, as illustrated in FIG. 18, an aerodynamic brakedevice 550 b in a railway vehicle 100 b is provided with aerodynamicbrake plates 301 b to 308 b and aerodynamic brake plates 401 b to 408 b.

Though FIG. 18 has a configuration similar to that of FIG. 17, theupmost points in a state where the aerodynamic brake plates 301 b to 308b and the aerodynamic brake plates 401 b to 408 b are advanced have arelationship of a quadratic curve RT.

In this case, if the railway vehicles 100 a and 100 b are running in theadvancing direction H1 and the braking force is needed, since projectingareas of the aerodynamic brake plates 301 a to 308 a increase from thefront to the rear in the advancing direction H1, the aerodynamic brakeplate in the rear of the advancing direction H1 is less subjected to theinfluence of the aerodynamic brake plate in the front in the advancingdirection, and the performances of the aerodynamic brake plates 301 a to308 a can be utilized to the maximum.

As described above, in a brake controller 500 a or a brake controller500 b according to this embodiment, since the aerodynamic brake plates301 a to 308 a or the aerodynamic brake plates 301 b to 308 b areprovided in the front in the advancing direction H1 of the vehicle fromthe center part of each of vehicles 201 a to 208 a or each of vehicles201 b to 208 b of the railway vehicle 100 a or the railway vehicle 100b, if the railway vehicle is running in the advancing direction H1, theair flow can be received the strongest in the aerodynamic brake plates301 a to 308 a. As a result, the brake force that can be generated bythe aerodynamic brake plates 301 a to 308 a can be utilized efficiently.

Similarly, since the aerodynamic brake plates 401 a to 408 a or theaerodynamic brake plates 401 b to 408 b are provided in the direction−H1 opposite to the advancing direction H1 of the vehicle from thecenter part of each of the vehicles 201 a to 208 a or each of thevehicles 201 b to 208 b of the railway vehicle 100 a or the railwayvehicle 100 b, if the railway vehicle is running in the direction −H1opposite to the advancing direction H1, the air flow can be received thestrongest in the aerodynamic brake plates 401 a to 408 a or in theaerodynamic brake plates 401 b to 408 b. As a result, the brake forcethat can be generated by the aerodynamic brake plates 401 a to 408 a orthe aerodynamic brake plates 401 b to 408 b can be utilized efficiently.

Moreover, since the vibration given to each of the vehicles 201 a to 208a or each of the vehicles 201 b to 208 b can be reduced, a bad influenceon riding comfort of passengers in each of the vehicles 201 a to 208 aor each of the vehicles 201 b to 208 b can be prevented.

STILL ANOTHER EXAMPLE

Subsequently, still another example of the aerodynamic brake device 550in the railway vehicle 100 will be described. FIG. 19 is a schematic topview illustrating still another example of the aerodynamic brake device550 of the railway vehicle 100.

As illustrated in FIG. 19, an aerodynamic brake device 550 c in arailway vehicle 100 c is provided with aerodynamic brake plates 301 c to308 c and aerodynamic brake plates 401 c to 408 c.

If the railway vehicle 100 c is running in the advancing direction H1and the braking force is needed as illustrated in FIG. 19, theaerodynamic brake plates 301 c to 308 c perform the advancing operation,while in the case of running in the direction −H1 opposite to theadvancing direction H1 and the braking force is needed, the aerodynamicbrake plates 401 c to 408 c perform the advancing operation.

Here, as illustrated in FIG. 19, the aerodynamic brake plate 301 c isprovided in plural on the side of the vehicle 201 c when seen from thetop face of the vehicle 201 c. The aerodynamic brake plate 302 c isprovided at the center part of the vehicle 202 c when seen from the topface of the vehicle 201 c. That is, when seen from the advancingdirection H1 to the rear, the aerodynamic brake plate 301 c and theaerodynamic brake plate 302 c are arranged so as not to overlap eachother.

That is, they are arranged such that, if the railway vehicle 100 c isrunning in the advancing direction H1 and the braking force is needed,the air flow hits the aerodynamic brake plate 302 c when it passesbetween the plurality of the aerodynamic brake plates 301 c. Similarly,they are arranged such that, if the railway vehicle 100 c is running inthe advancing direction H1 and the braking force is needed, the air flowhits the aerodynamic brake plate 304 c when it passes between theaerodynamic brake plates 303 c.

Similarly, they are arranged such that, if the railway vehicle 100 c isrunning in the direction −H1 opposite to the advancing direction H1 andthe braking force is needed, the air flow hits the aerodynamic brakeplate 405 c when it passes between the aerodynamic brake plates 406 c.

As described above, the aerodynamic brake plates 301 c to 308 c arecontrolled so as to shift when seen from the front to the rear in theadvancing direction H1 of the railway vehicle 100 c, the aerodynamicbrake plate in the rear in the advancing direction is less affected bythe aerodynamic brake plate in the front in the advancing direction, andeven if a plurality of vehicles are formed, the performances of theaerodynamic brake plates 301 c to 308 c can be utilized to the maximum.

As described above, in a brake controller 500 c according to thisembodiment, since each of the aerodynamic brake plates 301 c to 308 c isprovided in the front in the advancing direction H1 of the vehicle fromthe center part of each of the vehicles 201 c to 208 c of the railwayvehicle 100 c, if the railway vehicle is running in the advancingdirection H1, the air flow can be received the strongest in theaerodynamic brake plates 301 c to 308 c. As a result, the brake forcethat can be generated by the aerodynamic brake plates 301 c to 308 c canbe utilized efficiently.

Similarly, since each of the aerodynamic brake plates 401 c to 408 c isprovided in the direction −H1 opposite to the advancing direction H1 ofthe vehicle from the center part of each of the vehicles 201 c to 208 cof the railway vehicle 100 c, if the railway vehicle is running in thedirection −H1 opposite to the advancing direction H1, the air flow canbe received the strongest in the aerodynamic brake plates 401 dc to 408d. As a result, the brake force that can be generated by the aerodynamicbrake plates 401 to 408 can be utilized efficiently.

Moreover, since vibration given to each of the vehicles 201 c to 208 ccan be reduced, a bad influence on riding comfort of passengers in eachof the vehicles 201 c to 208 c can be prevented.

STILL ANOTHER EXAMPLE

FIGS. 20 and 21 explain still another example of the aerodynamic brakedevice 550 in the railway vehicle 100. FIGS. 20 and 21 are schematicside views illustrating still another example of the aerodynamic brakedevice 550 of the railway vehicle 100.

FIG. 20 illustrates a case in which a railway vehicle 100 d is runningin the advancing direction H1 and the braking force is needed, and FIG.21 illustrates a case in which the railway vehicle 100 d is running inthe direction −H1 opposite to the advancing direction H1 and the brakingforce is needed.

As illustrated in FIGS. 20 and 21, an aerodynamic brake device 550 d inthe railway vehicle 100 d is provided with aerodynamic brake plates 301d to 308 d and aerodynamic brake plates 401 d to 408 d.

As illustrated in FIG. 20, if the railway vehicle 100 d is running inthe advancing direction H1 and the braking force is needed, theaerodynamic brake plates 301 d to 308 d are rotated in a direction of anarrow R1 around shafts 311 d to 318 d. As a result, air resistanceworks, and the braking force can be obtained.

Moreover, as illustrated in FIG. 21, if the railway vehicle 100 d isrunning in the direction −H1 opposite to the advancing direction H1 andthe braking force is needed, the aerodynamic brake plates 401 d to 408 dare rotated in a direction of an arrow −R1 around shafts 411 d to 418 d.As a result, air resistance works, and the braking force can beobtained.

The aerodynamic brake plates 301 d to 308 d and the aerodynamic brakeplates 401 d to 408 d are rotated around the shafts 311 d to 318 d andthe shafts 411 d to 418 d by hydraulic driving like a flap of anaircraft. By making the rotation angle different, the projecting areas(projected area of the aerodynamic brake plate when seen from the frontin the formation) of the aerodynamic brake plates 301 d to 308 d and theaerodynamic brake plates 401 d to 408 d can be arbitrarily set.

Moreover, in the above-described embodiments, the running of the railwayvehicle 100 is assumed to be on the straight rail L, but that is notlimiting, and in the case of a curve, the aerodynamic brake device 550may execute control by considering a balance between right and left inthe vehicles 201 to 208. As a result, a stop operation can be realizedconsidering a moment (a centrifugal force) applied on the railwayvehicle 100. Moreover, the explanation was made assuming that therailway vehicle 100 is running on the rail by wheels, but that is notlimiting, and it may be a magnetically-levitated railway vehicle, forexample.

As described above, in the brake controller 500 d according to thisembodiment, since the aerodynamic brake plates 301 d to 308 d areprovided in the front in the advancing direction H1 of the vehicle fromthe center part of each of the vehicles 201 d to 208 d of the railwayvehicle 100 d, if the railway vehicle is running in the advancingdirection H1, the air flow can be received the strongest in theaerodynamic brake plates 301 d to 308 d. As a result, the brake forcethat can be generated by the aerodynamic brake plates 301 d to 308 d canbe utilized to the maximum.

Similarly, since each of the aerodynamic brake plates 401 d to 408 d isprovided in the direction −H1 opposite to the advancing direction H1 ofthe vehicle from the center part of each of the vehicles 201 d to 208 dof the railway vehicle 100 d, if the railway vehicle is running in thedirection −H1 opposite to the advancing direction H1, the air flow canbe received the strongest in the aerodynamic brake plates 401 d to 408d. As a result, the brake force that can be generated by the aerodynamicbrake plates 401 d to 408 d can be utilized efficiently.

Moreover, since vibration given to each of the vehicles 201 d to 208 dcan be reduced, a bad influence on riding comfort of passengers in eachof the vehicles 201 d to 208 d can be prevented.

In the above-described embodiment, any one of the vehicles 201 to 208corresponds to a vehicle, the aerodynamic brake device 550 correspondsto an aerodynamic brake device, the advancing direction H1 correspondsto an advancing direction, the aerodynamic brake plates 301 to 308 andthe aerodynamic brake plates 401 to 408 correspond to aerodynamic brakeplates, the brake controller 500 and the driving portions 501 to 508 and601 to 608 correspond to a controller, the speedometer 560 correspondsto a speed detecting device, and the vehicles 201 to 208 and thecouplers 211 to 216 or the railway vehicle 100 correspond to a vehicleformation.

A preferred embodiment of the present invention is as described above,but the present invention is not limited to that. It should beunderstood that various other embodiments can be made without departingfrom the sprint and range of the present invention. Moreover, in thisembodiment, actions and effects by the configuration of the presentinvention are described but these actions and effects are examples anddo not limit the present invention.

1. A control method for an aerodynamic brake device in which anoperation of an aerodynamic brake plate provided in the front in anadvancing direction of a formation from a center part of a part or thewhole of vehicles of a formation of a plurality of vehicles iscontrolled, comprising: a step of detecting a speed of the formation;and a step of determining an operation of the aerodynamic brake plate inaccordance with a deceleration degree generated by the aerodynamic brakedevice and the speed of the formation.
 2. The control method for anaerodynamic brake device according to claim 1, wherein the operation ofthe aerodynamic brake plate includes control such that the aerodynamicbrake plate of a first vehicle has a larger advancing area than that ofthe aerodynamic brake plate of a second vehicle in the front in theadvancing direction of the first vehicle.
 3. The control method for anaerodynamic brake device according to claim 1, wherein the operation ofthe aerodynamic brake plate includes control of advancing theaerodynamic brake plate of the first vehicle after the advance of theaerodynamic brake plate of the second vehicle in the front in theadvancing direction of the first vehicle is started.
 4. The controlmethod for an aerodynamic brake device according to claim 1, wherein theoperation of the aerodynamic brake plate includes control of advancingthe aerodynamic brake plate of the first vehicle after the advance ofthe aerodynamic brake plate of the second vehicle in the rear in theadvancing direction of the first vehicle is started.